Collective control system



Oct. 21, 1941- J. H. BARTHoLoMEw 2,259,449

COLLECTIVE CONTROL SYS TEM INVENTOR.. JAMES M BFHTHO L0 MEIN.

dw f..

ATTORNEY.

COLLECTIV CONTRQL S YSTEM Filed Nov. 3,'1957 es sheets-sheet 2 INVENTOR. JAMES MBHETHOLOMEW,

Oct- 21, 1941 J. H. BARTHOLOMEW 2,259,449

COLLECTIVE CONTROL SYSTEM Filed Nov. 3, 1937 6 Sheets-Sher#l 3 INVENTOR V JHMES H, BHRTHOMMEW.

BY MMM/m7 ATTO EY.

Oct. 21, 1941. 1 BARTHOLOMEW 2,259,449l

COLLECTIVE CONTROL SYSTEM Filed Nov.' 3, 1937 6 Sheets-Sheet 4 JNYES H. BHETHULOMEM,

BY v Mfff/WEY.

Oct. 21, 1941. H BARTHOLOMEW 2,259,449

COLLECTIVE CONTROL SYSTEM 'Filed Nov. 3, 1957 e sheets-sheet 5 ||5 0. FIGMQ I tu@ INVENTOR B/MES l. BHTHOLOHEW,

M Z. fb ATTO EK Oct 21, 1941- .1. H. BARTHOLOMEW 2,259,449

COLLECTIVE CONTROL SYSTEM Filed Nov. 3, 193'? 6 Sheets-Sheet 6 FIGJZ INVENTOR. JHMES H. ,BHfPTf/@LMEW BY MW ATT EY.

Patented Oct. 2l, 1941 UNITED STATESPATENT OFFICE COLLECTIVE CQNTROL SYSTEM James H. Bartholomew, Warsaw, N. Y.

Application November 3, 1937, Serial No. 172,607

Claims. q, ,SCL 187-29) The present invention relates to a collective control system and more particularly to a simpliiied system for controlling the movement of an object, such as a vehicle, elevator, cr the like to one or more predetermined stations.

`Known collective control systems are both comi' the provision of a collective control system for moving objects and .which is extremely simple but withal thoroughly effective and reliable in operation.

Another object of the invention is the provision i of two direction control circuits for supervising movement of the object or elevator toward a predetermined station and of a plurality of call circuits corresponding to each station and each ini' cluding a magnetic relay adapted upon being energized to close a pair of normally open contacts which are common to each of said direction control circuits whereby one of the direction control circuits is magnetically maintained in energized condition until the object or elevator arrives at each floor of an energized call circuit in that direction of travel.

A further object is the provision of an object operating control circuit including a pair of nor- '.30

mally closed contacts corresponding to certain stations and of call circuits including control assemblies having a supervising means for tem` porarily opening the corresponding normally vators and in the form, construction, and relative arrangement of its several parts, as will be hereinafter more fully described and claimed.

Reference is hereby made to the accompanying drawings, wherein like reference characters designate similar elements and wherein:

Fig. 1 is a simpliiied wiring diagram or "stra-ight of the preferred form of my collective control system.

Pig. 2 is a simplified wiring diagram or "-straight of a modified ferm of my collective control system.

Fig. 3 is a schematic diagram of the preferred form of my collec-tive control system as applied to an elevator installation.

Fig. 4 is a front elevation of the control panel for the preferred form of the invention.

Fig. 5 is an end elevation of said preferred form of control panel.

Figs. 6, 7 and 8 are all end elevations of my preferred form of relay for the intermediate stations or floors and illustrated respectively in open position, in closed position, and during opening.

Fig. 9 is a schematic diagram of the modied form of my collective control system, and

Figs. 10, 11, l2 and 13 are all end elevations of the modified form of relay for the intermediate stations or floors and illustrated respectively in open position, during closing, in closed position, and during opening.

B-y way of illustration only, the present invention is disclosed and described as applied to an elevator control system, however, it is to be vunderstood without further reference to the closed contacts when the magnetic coil of the broad application of the invention that i1; may

corresponding control assembly is de-energized by arrival of the object or elevator at that station or floor.

Still another object of the invention is the provision of an operating control circuit includ- .40

ing a normally closed time relay which is opened after the elapse of a predetermined interval following energization thereof and which closes after a predetermined interval following de-eneralso be employed as a control system for other types of moving objects or vehicles.

The motive power for moving said obj ect or elevator may be any conventional prime mover such as an electric motor 20 having a shaft 2l to which a worm 2-2 is connected. A magnetic brake of standard form may comprise a bra-ke drum 23 on shaft 21 and a magnetically operated brake shoe 24 adapted normally to engage gization thereof to interrupt said operating con- 'Said drum 23 ,and upon being energized to free trol system after the car has stopped at a floor and until the passenger has had a reasonable opportunity to open the car and/or hatchway door.

Other and further objects of the invention will be suggested to those skilled in the art by the description which follows.

With the foregoing and other objects in view, the invention consists in the improved collective control system for moving objects and elethe same.

The elevator car 25 is suspended from a cable 2.6 which passes over a sheave 2l and which has a counterweight 28 attached to its other end. The sheave 2l is connected to the prime mover in any suitable fashion such as by a shaft 29 carrying a worm wheel 30 which meshes with Iworm 22. Operation of motor 2 9 will ,move elevator 4car 25 within its hatchway to elevate or lower said car 25 with respect to the stations or oors a, b, c and d.

The electric motor 2|! is preferably of the threephase type and is connected to a three-phase source of electrical energy through a plurality of contactors, two of which contactors are operative only alternatively to provide an interlock. The main line contactor 3| comprises an electromagnetic coil 32, an armature 33 carrying a plurality of contact arms 34, 35 and 36 for closing respectively a plurality of pairs of contacts 31, 38 and 39.

An up contacter 4|) comprises an electro-magnetic coil 4|, an armature 42 carrying contact arms 43, 44, 45 and 45 for closing respectively a plurality of pairs of contacts 41, 48, 49 and 50, said armature 42 normally being in a position with contact arm 43 closing contacts 41 and with the other pairs of contacts open.

The down contactor 5| comprises an electromagnetic coil 52, an armature 53 carrying contact arms 55, 55, 56 and 51 forclosing respectively a plurality of pairs of contacts 58,l 59, `El!) and 6|, said armature 53 being normally in a position with contact arm 54 closing contacts 5 with the other pairs of contacts open.

The three phase electrical energygis provided through supply mains L1, Lz and La. One terminal 62 of motor 2D may be connected to supply main L1 through contacts 39 of main line contactor 3| and the magnetic brake shoef24 is energized across mains L1 and L2 when the main line 'contactor 3| is energized and contact arms 35 and 33 close pairs of contacts 38 and 39. y

When main line contactor 3| and up contacter '40 are energized, terminal 63 of motor 23 is connected through contacts 49 and contact arm 45 to supply main La while terminal 64 is connected through contacts 59 and contact arm 4S ofthe up contactor 40 and contacts 38 and contact arm 35 of main line contactor 3| to the supply main Lz. Whereupon, the three phase motor 2U is energized for raising of elevator car 25 and the brake 25 is magnetically held out of engagement.

When main line contactor 3l and downV contactor Y5| are energized, terminal 63 of motor 20 is then connected through contacts 6| and contact arm 51 of down contactor 5| and contacts .38 and contact arm 35 of main line contacter 3| to supply main Lz and terminal 54 is connected.

through contacts 55 and contact arm 5,6V of down contacter 5| to supply main L3. `This relative reversal of two phases causes the motor 20-to be energized for rotation in the opposite direction and for lowering of the elevator car 25.

The energization of said contactors 3|, 40 and 5| is governed by acentral panel including a plurality of control assemblies which are selectively energized by call circuits and including a plurality of selector switches which are operated by.

a car controlled means. The mechanical features of said control assemblies and selector switches will first be described with respect to Figs. 4 8 and 10-13 inclusive while theelectrical connections for said assemblies and selector switches will then be described with Figs. 1 3 andY Fig. 9.

The control panel, see Figs. 4 and 5, 'comprises a stationary support which is composed ofa base 65 and a vertical panel 65. There is a control assembly and a plurality of selector switches corresponding to each of the oors a, b, c randd, said assemblies and switches and the parts thereof will be designated both by 4reference. numeral and bythe'letter correspondingto theV licor.

respect t0 Vwhile the other contact 11b V'11bcloseol and with when the assembly is in `and maybe further The control assemblies for the respective floors a, b, c and d each include an operating means which may be composed of electro-magnets 61a, 61h, 61o and 61d mounted on brackets 38a, 68h, 68e and 68d upon said vertical panel 65. Said control assemblies also each include actuating members 69d, 6927, 69C and 69d and two pairs of normally open contacts, contacts 19a, 1Gb, 19e and 10d and contact 13a, 13b, 13e and 13d of each pair being mounted upon the respective actuating members 69a., 69h, ge and 69d and being normally extended toward the companion contact as by a spring 14, 14a or 15b, see Figs. 4 8 and 10-13 inclusive. Said actuating members 69a, 691?, 63C and 63d are normally in position to open said pairs of contacts, either by gravity which may be assisted by the action of the spring pressed contacts, see Figs. 6-8, or by separate springs such as springs 15, see Figs. 10-13.

The control assembliesV for the intermediate floors are also equipped each with a pair of normally closed contacts and also a supervising means operatively arranged with respect to said normally closed contacts. Said supervising means and normally closed contacts may be provided in any of a variety of ways two of which are disclosed herein, the preferred form being illustrated 'in Figs. 4-8 and a modied form in Figs. 10-13. Y

In both forms of the intermediate floor control assembly, the supervising means causes the normally closed contacts to open during movement of the actuating member to inoperative position and then permits said contacts to close or to again become operative. The preferred form of said supervising means includes a. dash-pot operatively connected to one of said normally closed contacts.

Said vnormally closed contacts are preferably composed each of a contact 15b and 15e mounted respectively upon actuating members 69h and-69e and 11o of each pair is in the form of a plunger provided with a hole 19, see Figs. 6-8. VDash-pot housings 85h and 80s are each mounted upon panel' 66 and are erich provided with an internal bore 8|, a coil sprintf 83, and a vent 84. Needle valves 85h andiilic may be adjusted; to vary the opening in vent. .fifi and to control the time for spring 83 to urge a plunger contact, vsuch as contact 11b, out of Vhous'- ing h and into engagement with contact 1Gb.

Normally the control assemblies assume the position shown in Fig. 6 with contacts 1th` and contacts 1b,'1|b and 12b, 13b open. Then upon energization of electromagnetic coil b, actuating member 63h is attracted and plunger contact 1lb is retracted against the action of coil spring 83 with the expulsion of air. throughvent 84. whereuponV the normally open contacts 1|band 13b on actuating member 69h make respectively with the contacts 1band '12b on the Vertical panel G6 and the spring 14h `acting on contact 1| b is compressed. Such-closed position of the control assembly'is illustrated in Fig.V 7 and it will be noted that normally closed contacts 16h and 11b are closed the open position of Fig. 6, during closing, and in the closed position of Fig. 7; Y

When the electro-magnet `51h is lie-energized, the actuating member llb'falls 't'o the position shown in Fig. '8, is initially assisted in `suchniovementby thev resiliency of the contact` spring 141i, aided inV a known/manner by gravity or another resilient means. Upon movement of member 6912 to open position, the normally open pairs of contacts 10b and 1lb, 12b and 13b are opened and the normally closed contacts 1Gb and 11b are also opened because the needle valve 851) retards the re-entrance of air into the internal bore 8| of dash-pot housing 8012, said needle valve 85h being set so that said contacts 1Gb and 11b are not closed until the lapse of a predetermined interval. The purpose of this temporary opening or delayed closing of the normally closed contacts 1Gb and 11b will be explained hereinafter.

The aforementioned control panel also includes a plurality of selector switches which are operated by a car controlled means. Said selector switches and car controlled means may be of any suitable design and one convenient form of these elements is illustrated in Figs. 5 and 4. Only a vsingle selector switch is provided for each extreme floor While two pairs of selector switches are provided or each intermediate floor.

Thel down selector switch for the lowermost floor comprises a stationary contact 86a mounted upon ,a bracket 81a on base 65 and also includes a movable arm 88a which carries at one end a contact 89a for engaging contact 86a. Said movable arm 88a has an arcuate portion 90a and a tong-ue 91a at the other end, is intermediately pivoted on a pin 92a mounted in a bracket 93a on the front of base B5, and is normally maintained in an open position by a spring 94a. The up selector switch for the uppermost floor is identical but is mounted on the back of base 65 so that only the movable arm 88d and bracket 81d are illustrated in Fig. 4 while the stationary contact 86d, bracket 81d, movable arm 88d, and contact 89d are shown in Fig. 3.

Two pairs of selector switches of the same design are provided for each intermediate floor. f

One pair of such selector switches for floor b` is mounted on the front oi base G5 and comprises stationary down contacts 951) and 9512 mounted respectively. in brackets S119 and 58h on base 65 and also includes movable arms 991) and lllb which carry respectively at one end contacts ||b and |5219. The other pair of up selector switches for floor b is mounted on the back of base 65 and comprises, see Figs. 3 and 5, stationary up lcontacts |031) and |0411 mounted respectively in l brackets |051) and |0612 on base 65 and also includes movable arms |011) and |0813 which carry respectively at one `end contacts |031) and I |011, Since movable arms 98h, |081), |6112 and |081) are identical in formation and mounted similarly to movable arms 88a and 88d, it is not deemed necessary to describe them in detail again.

The car controlled means has a movement corresponding to car movement and is arranged to operate the selector switches corresponding to a .given floor when the elevator car arrives at that floor. Said car controlled means is illustrated in Figs. 3, 4 and l5 and comprises a cable attached to a bracket I2 on elevator car 25. Cable I I I is wound around the drum I I3 and is maintained under tension by a sheave I I4 and counterweight ||5 which is guided by a well IIG. The drum ||3 is mounted upon shaft |I1 which is journaled in bearings IIB and which is connected through reduction gears I|9 and |20 to another shaft |2I which is journaled in bearings |22, see Figs. 3 and 4. The gear reduction between said shafts II1 and I2|Ais preferably such that shaft |2| turns only 340 for movement of the elevator car from one extreme floor to the other. A

plurality of actuating arms are adjustably fastened to shaft |2I, one actuating arm |23a and |23dv being provided for each extreme floor and a pair of actuating arms |241) and |2511, |240 and |250 being provided for each intermediate floor. Each of said actuating arms preferably has a roller |26 journaled in the outer end thereof.

The car controlled means also includes a shaft |21 which is suspended in bracket |28 beneath the base B5. A plurality of actuating segments are rotatably mounted on said shaft |21, single actuating segments |29a and |2911 corresponding to the extreme floors and each carrying a roller, such as roller |30a, while pairs of actuating segments I3|b and |3212, |3Ic and |320 correspond to the intermediate floors. Each of said actuating segments |3|b and I3|c carries a pair of rollers |3311 and |3417, |33c and |340 and each of said actuating segments |321) and |320 also carries a pair of rollers, only one such roller l|ll5h is illustrated, see Fig. 5.

Each of said actuating segments |290., |3|b and |3Ic has a projection |36 which may strike against a shaft |31 also supported in brackets |28 to limit the clock-wise rotation of said segments while actuating segments |321), |32c and |29d also each have a projection, such as the projection |38 on segment |3217, for striking against said shaft |31 to limit the counterclockwise rotation of said segments. All of said actuating segments are likewise provided with arcuate recesses, such as the recess |39a in segment |29a, see Fig. 5, and the recess Mbin segment |3219.

The mechanical operation of the selector switches and car controlled means will next be described. When the car 25 is at the bottom of the hatchway all of the up selector switches on the back of the control panel are closed, all as illustrated in Fig. 3. Upon movement of the car 25 upwardly, cable I|| is moved to rotate drum ||3 and shafts ||1 and |2I. As a result, the actuating arms |23a, |25b, |251), |24c, |250 and |2311 turn in a clockwise direction as indicated by the arrow in Fig. 5. As said actuating arms are so rotated and by virtue of the curvature oi arcuate recesses, such as recess |39a in actuating segment I 25a, thus for instance, segment |29@ is rotated on shaft |21 in a counterclcckwise direction until roller |30a initially strikes tongue 9|a on movable arm 88a to close down contacts 86a and 89a of the selector switch for floor u and additional movement of segment I23a causes roller I 30a to engage arcuate portion 90a of arm 88u so that actuating segment |29a is maintained in position to hold said contacts a and 85a closed.

Just prior to the arrival of car 25 at the iloor b, actuating arm |2517 engages actuating sector |321) within the arcuate recess |401) therein and immediately as said car is opposite floor b sector |321) moves the rollers therein to open up contacts |031) and |091), |0411 and IIb. Thus when the car 25 arrives at the floor b both pairs of selector switches are open but as the car 25 continues upwardly actuating arm |2151) moves actuating sector IBI-b so that rollers |331)` and |3413 thereon close down contacts 95h and |0Ib, S612 and |9211. In the same manner the selector switches for any door are opened when the car arrives at that iloor, while the down selector switches are closed as the car passes a iloor in the up direction and the up selector switches are closed as the car passes the floor in the down direction.

The Vactuating arms |24b and |2575, |24c and |25c are preferably provided in pairs for the intermediate Floors so that individual adjustment of saidrarms on vthe shaft |2| may be eiected although it is understood that a single actuating arm may also be sucient for the intermediate floors.

A' plurality of call circuits are provided and each call circuit corresponds to one of theviioors along the hatchway and each includes a call button, one or more selector switches, and the operating means of the corresponding control assembly.

Hall call buttons Mia, ltlb, |4|c and |4|d,see Figs. 1 3 and 9, are placed at each of the respective floors. Car call buttons |42a,|42b, |420 and |42d are mounted on the control panel in car 25 and are connected in parallel with said hall call buttons. An emergency stop button |43 and a car gate switch |44 are also provided on car 25.

The call circuit for either extreme oor, such as floor d, may be traced as follows: from supply main L1, through hall call button Mld or car call button |42d, through the single selector switch consisting of contacts 86d and 89d, through electro-magnet 57d to supply main L2. As previously indicated energization of electro-magnet 67d will attract actuating member 69d of the control assembly for floor d whereupon normally open contacts 'i3d and 'Hd are closed so that the call circuit `is maintained complete even after the call button is released or opened. It is also obvious that said call circuit for either extreme floor, having once been completed by the holding contacts a and lla, or ltd and lid, can only be interrupted by opening of the single selector switch for each extreme floor and such interruption requires that the car 25 be present at that loor for appropriate operation of the actuating arms |23a or |23d and actuating sectors |2Sa or |2d to open the selector switch composed of contacts 86a and 89a or 86d and 89d.

The call circuits for the intermediate iloors are completed through either of two selector switches depending on whether the elevator car is below or above that particular iloor. Assuming that car 25 is at floor a and conditions are as depicted in Fig. 3 then the call circuit for floor b extends from supply main'L1, through hall call button |4|b or car call button ILlZb, through contacts H3?) and llltb, and through electro-magnet 6711 to supply main L2. If the car 25 had been above oor b, contacts ||b and |6421 would have been opened but contacts 96h and |2b would have been closed so that the call circuit would have been completed therethrough. In either event, once the electro-magnet 67h was energized the call circuit would also have been maintainedby the holding contacts Ib and '1lb of the control assembly irrespective of the call buttons and until the car arrived at the floor b from either above or below, whereupon both selector switches will be opened.

The object or car operating control circuit includes a time relay of conventional form comprising a time relay coil |45 anda switch arm |43 which normally closes contacts |47. Said time relay coil |45 is connected in parallel with the coil 32 of the main line contactor 3| and upon energization after a predetermined interval moves switch arm |46 to open contacts |47 which are in series with said coil 32 but the circuit for energization of coil 32 is then maintained through contacts 31. Said car operating circuit also includes the hatchway gate switches |48a, 1481 |480 and |4801 which are connected in series and through the car gate switch |44 and emergency stop button |43 to supply main L2 and which are also connected through the normally closed contacts ltc and Tlc, 16o and 'Hh through contacts |47 or 3l, and through either one of the pairs of contacts 48 or 59, respectively, of said directional contactors 49 or 5|, and through one of said pairs of contacts 72a and 13a, 72b and 13b', '12e and 13C, or 12d and 13d, to supply main L1.

The operation of the preferred Yor simplified form of my improved collective control system will now be described. Assume that the elevator car is at rest at floor a and that no calls have been entered. Under such circumstances all of the control assemblies are in open position, the car controlled means has moved all of the up floor selector switches to closed position and all of the down licor selector switches to open position, the car operating control circuit including the normally open contacts of the control assemblies, the main line contactor 3|, up contactor 4t, down contacter 5|, the hatchway gate switches |48a-d, the car gate switch |44, and the emergency button |43 are in the positions indicated in Figs. 1 and 3. The motor operating circuit including the contacts for said cont-actors 3|, 4|) and 5| is open and the system is ready for one or more I calls from other floors.

If a passenger on floor b closes hall call button Mib or if a passenger in elevator car 25 pushes the car call button |42b, the call circuit for oor b is completed as follows: from supply main L1, through hall call button |4|b or car call button lil-2b, through contacts |l4b and llllb of one of the up floor selector switches, through electro-magnet 51h, and to supply main L2, see Fig. l or Fig. 3. Energization of electro-magnet Sib attracts actuating member 59h, whereupon contact 16o thereon depresses plunger contact lib to force air out of vent 84, and normally open vcontacts 'Feb and "lib, '12b and 13b are closed, which condition is illustrated in Fig. 7. As soon as contacts liib and 'Hb are closed the call circuit is maintained independently of the hall call button |4521 or car call button |42b, said contacts lilo and llb acting as holding contacts, see

Fig. 1.

Upon energization of the control assembly for floor b, the up direction control circuit is completed from supply main L1, through contacts 73h and 72b, through contacts |0311, and |091) of the other up oor selector switch, contacts 5S, and coil 4| of up contacter 4t to supply main, L2. Energization of coil 4| attracts armature 42 to move contact arm 43 away from contacts 4l so that coil 52 of the down contactor 5| can not be energized. At the same time contact arm 44 engages contacts d8.

Energization of up contactor 40 completes the operating control circuit as follows: from supply main L1 thrcughrcontacts 13b and 12b of the control assembly for floor b, through contacts Ib and lb of said other oor selector switch, through contacts 58, and contact arm 54 of the d own contactor 5|, through contacts 48 and contact arm i4- of up contactor 40, through the coil 32 of main line contactor 3| and the parallel time relay coil |45, through contacts |41 and Switch arm |536 of the time relay, through the normally closed contacts 1lb and 15b, Tlc and 76C of the control assemblies for the intermediate floors, through the hatchway gate switches |48d-a,

.amiante through car gate switch |44, and through emergency stop button |43 to supply main L2.

Since main line contactor 3| and up contacter 40 are both energized, the motor operating circuits are completed as previously indicated. Motor 201 is energized to raise car 25 toward floor b and the magnetic brake shoe 24 is diseng-aged from brake drum 23.

The collective control system of the present invention will receive and register other calls even when the car is in motion without cancelling the previous call or without being cancelled when any other call is collected. For example, suppose that after the car 25 starts to move upwardly toward iioor b, as just described, the hall call button |4|c is closed.

Such closure of call button |4lc will energize the control assembly for floor c, the energized call circuit extending from supply main L1, through hall call button |4|c, through contacts ||||c and |G4c of one of the up iioor selector switches, and through electro-magnet 61C to supply main L2. As before holding contacts 10c and llc are closed to maintain such call circuit, and another operating control circuit is completed from supply main L1, through contacts '12e and 13e, contacts |03c and |09c of the other up floor selector switch, through contacts 58 and 48, main line contactor 3| or the time relay, normally closed contacts 'Hb and '|6b, llc and 16C, hatchway gate switches |48d-a, car gate switch |44 and emergency stop button |43 to supply main Lz.

Within a predetermined interval after the energization of time relay coil |45, switch arm |46 is raised to open contacts |41, but since contacts 3l have been previously closed by contact arm 34 upon energization of main line contacter 3|, the operating control circuits are maintained.

As the elevator car 25k moves upwardly, the car controlled means is given a corresponding movement as already explained. When said car 25 is opposite floor b, actuating arms |241) and |25b are in such position that actuating segments |3|b and |321) are out of engagement with the movable arms for contacts ||b, |022), `||l9l1 and Ilb so that all of the selector switches for floor b are open. l

Opening of selector contacts |04b and |||lb interrupts the call `circuit for floor b so that electro-magnet 61h is de-energized and actuating member 69h moves to inoperative or open position. During opening of the control assembly all of the contacts thereon, both normally closed and normally open contacts, are opened. 'I'he coil spring 83 acts to move plunger contact 1lb outwardly, normally to re-establish contact, but the pneumatic action of the'dash-pot supervising means retards the closing of said normally closed contacts 1lb and 16h, see Fig. 8. As a result, said normally closed contacts 11b and 1Gb are temporarily opened during opening `of the control assembly the operating control circuit is interrupted and main line contactor 3| is de-energized to'open at least two of the motoroperating circuits and stop the car 25 at floor b.

The retardation of the closing of contact 11b and "|6b need only be a matter of seconds or sufiicient to afford main line contacter 3| ample opportunity to open and can according to my preferred form of control assembly be regulated by adjustment of needle valve 85h. Since the time relay does not close until after a predeter mined interval, the car 25 stays at that floor irrespective of re-closing of contacts 11b and 1Gb or of any other calls in either direction until the elapse of said interval whereby the passenger is provided a reasonable opportunity to open the car gate switch |44 by opening the car door, and/or the hatchway door and hatchway gate switch |48b whereupon all operating control circuits are interrupted until both doors and switches are closed again.

The stop made by the car E5 at iloor 'b does not aiect the registered call for floor c which is still maintained as previously traced and which in turn keeps the up direction control circuit and up contactor 4E! energized. This electrical maintenance of other call circuits in energized condition is an outstanding and important feature of my invention.

As soon as the passenger for or at fioor b has again closed the car and hatchway doors, car gate switch |44 and hatchway gate switch |481? are also closed, in the meantime the predetermined interval of the time relay will have elapsed, so that the operating control circuit is again completed and the car 25 will move upwardly toward floor c. If for any reason neither the car door nor hatchway door is opened during said predetermined interval, then switches |44 and |481)` will not be opened so that as soon as the time relay closes the car will proceed to collect the next call. The interval for closing of the time relay may be varied and is, of course, made long enough to provide a passenger an opportunity to open one of the doors. As before mentioned the time relay is of conventional design and also includes known arrangements for varying the length of the interval between energization and opening or between de-energization and closing of the relay.

As the car 25 comes opposite iioor c, the actuating arms 24c and |25c, and the actuating sectors |3|c and |320 of the car controlled means cause all of the selector switches for that floor to be opened. Thus the call circuit for oor c is deenergized, the operating control circuit is opened by opening of the corresponding control assembly, and the motor operating circuits are interrupted. If there are no more `calls from higher iloors, the up direction control circuit is also interrupted so that any down calls may be answered.

Assume that just after the car left iioor b another passenger put in a call from floor b, such call will be registered by energization of the control assembly for floor b but since the up selector contacts |04b and ||0b were opened by upward movement of car 25, the call circuit is now completed through down selector contacts gband |0217 which were closed as the car moved upwardly from oor b. All calls from above or below the car will be registered and remain registered until the car arrives at that floor. If the car is at a particular floor, any attempt to register a call for that oor will be ineiective because all iloor selector switches for that floor are open and the call circuit is interrupted thereby.

Continuing the foregoing assumption, the car 25 is at oor c and a call has been registered at floor b, as soon as the car gate switch |44 and hatchway gate switch |480 is closed, the down direction control circuit will :be completed from supply main L1, through contacts 13b and 12b, selector contacts 951) and llb, contacts 4l and contact arm 43, and down contacter coil 52 to supply main L2. Whereupon armature 53 is moved to open contacts 58 and prohibit energization of the up contacts 40, contact arm 55 closes contacts 59 to energize the main line contactor 3|, and contact arms 56 and 51 .close contacts 60 and 6| which complete the motor operating Ycircuit with two phases reversed and the motor 20 is energized to move car 25 downwardly.

The passenger entering the car at floor c would also close car call button |42a for returning to the ground oor, but for reasons previously indicated the car would stop at floor h and then continue to floor a. The up iloor selector contacts are closed and the down selector contacts are opened by the car controlled means as the car descends. When the car is opposite floor a selector contacts 86a and 85a are opened and the car is stopped.

From the operations just described it is evident that the present invention presents a simple but fully automatic system of collective control. The temporary opening of the normally closed contacts on the control assemblies makes such simplilcation possible and may be accomplished in a number of ways, one of which is by the pneumatic supervising means previously described and which is preferred, another of which is a magnetic supervising means which will now be described.

The arrangement of the motor operating circuits, direction control circuits, call circuits, selector switches and car controlled means are all the same as previously described and also illustrated in Figs. 2 and 9. The main differences are in the control assemblies and manner of connecting the same in the operating control circuits.

The modified control assembly is shown in Figs. 10-13 and as before includes a vertical panel 56, upon which an electro-magnet and bracket, such as electro-magnet 61 and bracket 68, are mounted. An actuating member 69 is pivotally mounted on bracket 68 and carries a pair of contacts 1| and 13 which are resiliently urged to an extended position as by springs 14. A pair of stationary contacts 1|! and 12, indicated in Fig. 9, are

mounted on the panel 66 while a spring 15 normallymoves actuating member 69 to inoperative position normally to open the pairs of contacts 10 and 1|, 12 and 13.

A pair of normally closed contacts, includes a contact |49 mounted on panel 66 by a bolt |50 and surrounded by supervising means such as a magnetic coil |5|, and also includes a contact |52 of magnetic material, movably mounted on an extension |53 of actuating member 69, and normally urged by a spring |54 into the retracted position shown in Figs. 10, 12 and 13.

A retarding means comprises a dash-pot including a piston |55 mounted on panel 66, a cap |56 ttingly loosely over piston |55 and having a shoulder |51 engaging the rear of piston |55. A spring |58 is mounted within cap |56 and nor- 12d and 13d while the intermediate floor assemblies each have an extra pair of normally open contacts |5927 and |666, |590 and |650. lThe motor operating circuits, the direction control circuits, and car controlled means are provided in identical fashion for the modied control assemblies as for the preferred form thereof. The only, diierence in the calls circuits is that for the intermediate i'loors the magnetic supervising means, such as magnetic coils |5|b and |5|c, are connected in parallel with the electro-magnets 61b and 61C of the control assemblies for said intermediate iioors. The principal difference resides in the operating control circuits and is now to be described.

With no calls registered the modified operating control circuit extends, see Figs. 2 and 9, from supply main L2, through the emergency stop button |43, car gate switch 44, hatchway gate switches S4811, |4813, |430 and |4801, normally closed contacts |52c and |430, |525 and |4912, contacts |41 and switch arm |46 of the time relay, through coil 32 of the main line contactor 3|, and to one of contacts 48 of the up contactor 4! or one of contacts 53 of the down contacter 5|, which contactors 4i) and 5| are both open. If the car is at oor a and a call for floor d is registered, the corresponding control assembly is energized through the contacts 86d and 89d of the oor selector switch, electro-magnet 61d is energized to close holding contacts 1|d and 10d, and normally open contacts 12d and 13d are also closed. Upon closure of said contacts 12d and l 13d, the coil 4| of up contactor 46 is energized to close contacts 48 and open contacts 41 to establish direction and the modified operating control circuit is completed through contacts |58, 53, 12d and 13d to L1 whereupon the car 25 is moved upwardly to collect the call. At the same time coil 32 of main line contactor 3| is energized to close contacts 31 so that said operating control circuit is maintained even after the elapse of the predetermined interval and opening of contacts |41 Y of the time relay.

. for that Iioor. attracted and normally open contacts 15C and mally extends the same so that shoulder |51 abuts piston |55, see Fig. 12, but said spring |58 is weaker than spring 15 so that, upon de-energization of electro-magnet 61, cap |56 is slowly retracted by the action ofextension |53 and spring 15, Vbeing retarded in such movement by the slow escape of air between piston |55 and cap |56.

The modified control assemblies for the intermediate iloors are provided respectively with pairs of normally closed contacts, see the normally closed contacts |4517 and |5219, I49c and |520 illustrated in Figs. 2 and 9, and with super- 'w vising vmeans such as magnetic coils ||b and |5|0. As before, all of the control assemblies each have Vtwo pairs of normally open contacts a and 1|a, 12a and 13a; 10b and 1lb, 12b and 13b; 10c and 1|c, 120 and 130; and 10d and 1|d,

Assume now during such upward travel of the car 25, that a call is registered for door c to cause energization of the electro-magnet 61C and magnetic coil |5|c of the modied control assembly The actuating member 59 will be 1|c, 120 and 13C, |59c and |660 will be closed. Such movement of the actuating member 65 would ordinarily open the normally closed contacts |490 and 520 and might interrupt the operating control circuit, however, since said magnetic coil |5|c is in parallel with electro-magnet 610 it is also energized through contacts 150 and 1| 0 and contact |520 is magnetically maintained against contact |490 and the spring, such as coil spring |54, acting on said Contact |520 is compressed, see Figs. l1 and 12. Consequently the car will continue on to oor c whereupon floor selector switch contacts |0413 and H are opened E and the call circuit is interrupted to cie-energize electro-magnet 610 and magnetic coil |5|c. Floor selector switch contacts |030 and |090 are also opened but this in itself would not interrupt the operating control circuit in view of the call for door d and fact that contacts 12d and 13d are still closed. However, upon simultaneous interruption of the magnetic coils 610 and 5|c, the control assembly for iloor c is in the condition illustrated in Fig. 13, with all contacts opened. Spring |54 has moved contact |52 away from contact |49 and the pneumatic means or dash pot retards the acting of spring 15 to re-close contacts |49 and |52.

As readily observed from Figs, 2 and 9, simultaneous opening of contacts |490 and |5c, |550 and |6|lc interrupts the operating control circuit and de-energizes main line contactor coil 32 to open contacts 31. Time relay coil |45 is also deenergized but contacts |41 are not closed until the elapse of the predetermined interval so that the passenger has an opportunity to open the car or hatchway door and the respective switches |44 or |48c. The retardation to re-closing of normally closed contacts |49c and |52c need only be sufficient to allow main line contacts 3T to open and need bear no relation to the predetermined interval of the time relay but is preferably of shorter duration than said interval so that ii the doors are not opened the car is available to answer other calls as soon as the time relay is closed. When car and hatchway switches |44 and |480 and the time relay contacts |4l are closed the operating control circuit is again cornpleted and the car continues upwardly to i'loor d. Since the'up direction control circuithas not been interrupted it is not possible for any other i calls to affect the travel of the car to collect saicl call.

It should be understood that the pneumatic or dash-pot retardation to closing of the normally closed contacts of the modied control assemblies for the intermediate floors are not essential but merely insure proper operation of the system and to guard against failure of the car to collect a call by reason of sluggishness or chattering of the main line contactor.

As herein indicated, the present invention is susceptible of many variations Wherefore the present disclosure shall not be construed in a limiting sense, the scope of the invention being dened in the claims which follow.

Having now particularly described my invention what I desire to secure by Letters Patent of the United States and what I claim is:

l. In a system for controlling the movement of an object to a plurality of stations, the combination with a prime mover connected to said object and for moving the same in either of two directions, a pair of direction control means each associated with said prime mover alternatively v to supervise movement of said object in opposite directions and each including two pairs of directional control elements corresponding to each intermediate station, and a plurality of call means each corresponding to a station, each call means for the extreme station including a pair of control elementsand each call means for the intermediate station including two pairs of control elements, of an object controlled means connected for movement corresponding to the movement of said object, oppositely operating the pairs of control elements as the object passes a station, and opening the pairs of control elements when the object is opposite said station.

2. In a system for controlling the movement of an object to a plurality of stations, the combination with a prime mover connected to said object and for moving the same in either ci two directions, and an operating control means associated with said prime mover to supervise movement of said object, including a main line contactor, including a pair of normally inoperative control elements corresponding to each station, and including a pair of normally operative control elements corresponding to each intermediate i' station, of a plurality of call means corresponding to each station and each including a control assembly for rendering said inoperative control elements operative when the object is desired at that station, and a supervising means on each control assembly for the intermediate stations and rendering said normally operative control elements inoperative when the object arrives at a desired station and until said main line contactor opens.

3. In a collective control system for an elevator car which is movable to a plurality of floors, the combination with a motor operatively connected to said car for moving the same in either of two directions, and an operating control circuit associated with said motor to supervise movement of said car, including a main line contactor, including a pair of normally open contacts corresponding to each floor, and including a pair of normally closed contacts corresponding to each intermediate iioor, of a plurality of call circuits corresponding to each floor and each including a control assembly adapted upon being energized to close said normally open contacts corresponding to a floor at which the car is desired, and a supervising means on each control assembly for the intermediate floors, associated with said normally closed contacts for that oor, and adapted upon deenergization of the control assembly temporarily to open said normally closed contact until said main line contactor opens when the car arrives at said floor.

4. In a control system for an elevator car which is movable to a plurality of oors, the combination wtih a motor operatively connected to said car and for moving the same, and a door switch means of a time interval relay which is normally closed, which is adapted upon elapse lof a predetermined interval after energization to open and which is adapted after an interval following deenergization to close, and an operating control circuit associated with said motor to supervise movement of said car, including said door switch means and said time interval relay which upon interruption of said operating control circuit prevents completion thereof until after said interval and after an opportunity has been afforded to open said door switch means.

5. In a control system for an elevator car which is movable to a plurality of floors, the combination with a motor operatively connected to said car and for moving the same, and a plurality of door switches each also corresponding to a floor, of a time interval relay which is normally closed and which is adapted upon elapse of a predetermined interval after energization to open, and which is adapted after an interval following deenergization to close, and an operating control circuit associated with said motor to supervise movement of said car, including said door switches and said time interval relay in series.

6. In a collective control system for an elevator car which is movable to a plurality of floors, a combination with a motor operatively connected to said car and for moving the same in either of two directions, a pair of direction control circuits connected respectively to supervise operation of said motor in opposite directions, and each including a selector switch corresponding only to each intermediate floor, and a pair of control contacts corresponding to each floor and common t0 both direction Control circuits, of a plurality of call circuits each corresponding to a floor and each including a control assembly adapted to be energized when the elevator is desired at the corresponding oor and for closing the corresponding control contacts in the direction control circuit, and a car controlled means connected for movement corresponding to car movement and for operating said selector switches so that only that direction control circuit is energized which will cause movement of the car toward the floor of the energized call circuit.

'7. In a collective control system for an elevator car which is movable to a plurality of oors, the combination with an operating control circuit including a pair or" normally closed control contacts corresponding to each intermediate floor and including a time interval relay which is normally closed and which is adapted upon energization to open after an interval and upon deenergization to close after an interval, a control assembly corresponding to each floor, a pair of normally open contacts also corresponding to f,

each floor and adapted to be closed by the respective control assembly, and a supervising means associated with each pair of normally closed contacts and operative, when the control assembly for an intermediate floor is de-energized, to permit the normally closed contacts to open only temporarily and then to close after an interval which is less than the interval for said time interval relay to close, of a plurality of call circuits each corresponding to a iioor and each for energizing the control assembly for that floor, and a car controlled means connected for movement corresponding to car movement and for interrupting the call circuit When the car reaches a desired oor whereupon the respective control assembly is ole-energized and the supervising means causes said normally closed contacts to be opened and then closed before said time interval relay closes.

8. In a system for controlling the movement L of an elevator car to one or more predetermined oors, the combination with an up direction control circuit including a selector switch correponding to each intermediate floor, a down direction control circuit including a selector switch corresponding to each intermediate iloor, and a pair of control contacts corresponding to each ioor and each connected to complete either direction control circuit, of an operating control circuit arranged to be connected to the energized direction control circuit, for controlling the operation of said elevator car, and a plurality of control assemblies corresponding to each floor, said control assemblies for the intermediate floors each having a pair of normally closed control contacts which are connected in series in said operating control circuit, and a supervising means on each control assembly corresponding to the intermediate floor for temporarily opening said normally closed control contacts when the control assembly is deenergized.

9. In a system for controlling the movement of an elevator car to a plurality of floors, the combination with a control assembly corresponding to each intermediate floor, including normally operative control elements, and a supervising means on each assembly for causing said control elements to become inoperative, of an operating control means including all of said normally operative control elements in successive arrangement, for controlling the movement of said elevator car, and interrupted to stop said car upon opening of any set of normally closed control elements under the action of said supervising means upon arrival of the car at the corresponding iloor, said supervising means after an interval becoming inoperative and permitting said control elements to return to operative position to restore said operating control means to operative condition.

10. In a system for controlling the movement of an elevator car to one or more predetermined floors, the combination with a control assembly corresponding to each intermediate floor, including an energizing member, normally closed control contacts, and a supervising means on each assembly and for causing said control contacts to open for an interval following only deenergization of the energizing member of said control assembly, of an operating control circuit including in series all of said normally closed contacts and for controlling the movement of said elevator car, a call circuit corresponding to each intermediate floor, including a selector switch and said energizing member of said control assembly and adapted to be energized When a car is desired at one of said oors, and a car controlled means operatively connected for movement corresponding to car movement, for interrupting the selector switchY and call circuits when the car arrives at said floor, and for causing deenergization of the control assembly whereupon the corresponding normally closed contacts in said operating control circuit are temporarily opened under the inuence of said supervising means.

JAMES H. BARTHOLOMEVV. 

